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EP4071982A1 - Dispositif d'entrainement pour un véhicule automobile - Google Patents

Dispositif d'entrainement pour un véhicule automobile Download PDF

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Publication number
EP4071982A1
EP4071982A1 EP22161778.0A EP22161778A EP4071982A1 EP 4071982 A1 EP4071982 A1 EP 4071982A1 EP 22161778 A EP22161778 A EP 22161778A EP 4071982 A1 EP4071982 A1 EP 4071982A1
Authority
EP
European Patent Office
Prior art keywords
oil
rotor shaft
end wall
engine compartment
branch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP22161778.0A
Other languages
German (de)
English (en)
Other versions
EP4071982B1 (fr
Inventor
Sebastian Gorges
Roman Hensel
Jörg Plogmann
Dr. Jonas Weber
Eduard Wehry
Benjamin HAAG
Fabian Kolze
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
Original Assignee
Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP4071982A1 publication Critical patent/EP4071982A1/fr
Application granted granted Critical
Publication of EP4071982B1 publication Critical patent/EP4071982B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0412—Cooling or heating; Control of temperature
    • F16H57/0415—Air cooling or ventilation; Heat exchangers; Thermal insulations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • F16H57/0423—Lubricant guiding means mounted or supported on the casing, e.g. shields or baffles for collecting lubricant, tubes or pipes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • F16H57/0426—Means for guiding lubricant into an axial channel of a shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/043—Guidance of lubricant within rotary parts, e.g. axial channels or radial openings in shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps; Pressure control
    • F16H57/0436—Pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps; Pressure control
    • F16H57/0441—Arrangements of pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/045—Lubricant storage reservoirs, e.g. reservoirs in addition to a gear sump for collecting lubricant in the upper part of a gear case
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0456—Lubrication by injection; Injection nozzles or tubes therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0457—Splash lubrication
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0467—Elements of gearings to be lubricated, cooled or heated
    • F16H57/0469—Bearings or seals
    • F16H57/0471—Bearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0467—Elements of gearings to be lubricated, cooled or heated
    • F16H57/0476—Electric machines and gearing, i.e. joint lubrication or cooling or heating thereof
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/20—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
    • H02K5/203—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium specially adapted for liquids, e.g. cooling jackets
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/003—Couplings; Details of shafts
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • H02K9/193—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil with provision for replenishing the cooling medium; with means for preventing leakage of the cooling medium
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/027—Gearboxes; Mounting gearing therein characterised by means for venting gearboxes, e.g. air breathers

Definitions

  • This publication discloses an electric drive for a motor vehicle, which is designed as a compact drive arrangement, which includes the actual drive assembly on the one hand and a gear for translating and distributing the torque supplied by the electric machine on the other.
  • Both units are arranged in a common housing, which, however, is divided into essentially separate rooms, namely an engine compartment and a transmission compartment, due to the different requirements of the individual units.
  • Both spaces are penetrated by a common shaft, which acts as a rotor shaft in the engine compartment and as a transmission input shaft in the gear compartment.
  • This means that the engine compartment and transmission compartment are arranged adjacent to one another in the axial direction and share a common end wall, which is referred to here as the inner end wall.
  • each space is delimited by a further end wall, referred to here as the outer end wall. Between the (common) inner end wall and each outer end wall there extends in the axial direction a respectively associated casing wall.
  • the gearbox and the electric machine are cooled and lubricated via a shared, oil-based cooling system.
  • This includes a reservoir from which oil is drawn off by means of an oil pump and fed into an oil distribution channel.
  • the oil distribution channel runs a little way in the common front wall and then branches into two different branches.
  • the first branch is connected to the interior of the rotor shaft, which is designed as a hollow shaft, via a rotary feedthrough.
  • the second branch opens into the gear room.
  • the oil fed into the rotor shaft initially fulfills the function of internal rotor cooling.
  • the oil can leave the interior of the rotor shaft via radial openings on both sides of the electrical machine, ie in the vicinity of the respective end wall, specifically when the shaft rotates in the form of a centrifugally driven, radially outwardly directed spray.
  • the spray oil wets the axially terminal areas of the rotor and stator, in particular the stator winding heads arranged there, which are also cooled as a result.
  • the second branch of the oil distribution channel opens into the gear chamber and in particular breaks through the inner end wall at the level of the teeth between a drive pinion arranged on the drive shaft (rotor shaft) and an output wheel meshing with it.
  • the wall opening, ie the opening of the channel, is so close to the meshing gears in the axial direction that the pressure of the oil pump is sufficient to actively spray the toothed area with oil.
  • the oil that runs off the wheels and the walls of the transmission chamber due to the force of gravity collects in the lower area of the transmission chamber, where it forms a low transmission oil sump that overflows to the other areas of the reservoir.
  • the rotary feedthrough, via which the first branch of the oil distribution channel is connected to the hollow interior of the rotor shaft, must be regarded as disadvantageous due to its complex structure and its susceptibility to wear.
  • the rotary feedthrough or the one for receiving it is reduced accordingly thick inner bulkhead to be developed for the electrical machine in the engine compartment available space.
  • a cover space is arranged axially adjacent to the outer end wall of the engine compartment as a further space in the housing, in which an open end face of the rotor shaft having a central through-opening and the downstream end of the first branch of the oil distribution channel, an oil guide tube being connected to the downstream end of the first branch of the oil distribution channel, the free end of which protrudes - preferably without contact - through the central passage opening into the interior of the rotor shaft.
  • the invention provides for an additional space, referred to here as the cover space, to be arranged adjacent to the outer end face of the engine compartment.
  • the cover space can initially serve as a collection space for oil, which is used to lubricate the rotor shaft bearing arranged in the outer end wall of the engine compartment and from there partially penetrates to the outside.
  • this cover space now has an additional function, namely for accommodating a preferably non-contact, axial oil feed into the hollow rotor shaft.
  • the rotor shaft has a central through-opening in its end face facing away from the transmission, which protrudes into the cover space. According to the invention, the interior of the rotor shaft is therefore accessible from the cover space.
  • the first branch of the oil distribution channel also opens into the cover space.
  • both openings i.e. the oil distribution channel opening on the one hand and the central passage opening in the rotor shaft end face on the other hand, are connected via an oil guide tube, which on the one hand can be firmly connected to the oil distribution channel opening and on the other hand in the axial direction, preferably in the form of a rigid pipe socket, protrudes into the interior of the rotor shaft.
  • the oil pump thus conveys oil through the first branch of the oil distribution duct to the cover chamber, where the oil is transferred to the oil guide tube and conveyed into the interior of the rotor shaft.
  • Rotating parts (rotor shaft) and stationary parts (oil guide tube) preferably do not contact each other. Accordingly, no seals are required between rotating and stationary parts. This considerably simplifies the structure of the oil transfer point to the rotor shaft and, above all, represents a wear-free solution.
  • the pipe socket can have an axial opening at its end, so that oil can is conveyed into the rotor shaft in the axial spraying direction.
  • radial or oblique openings can be provided in the pipe socket, so that the oil is conveyed into the rotor shaft with a radial or oblique spray direction.
  • the clear width of the through-opening increases in stages extended to the larger clear width of the interior of the rotor shaft, the ⁇ lleitrohr protrudes at least one stage (preferably at least one of several stages) in the axial direction.
  • said step can also be overcome in the free jet. The step ensures that an oil sump can form in the rotor shaft, which only exceeds the edge of the passage opening in the end face of the rotor shaft and can exit into the cover chamber when a comparatively high level is reached.
  • the hollow rotor shaft has radial openings in its axial end regions near the end wall within the engine compartment, through which oil can be or is thrown from the hollow interior of the rotor shaft onto the axial end regions of the stator when the rotor rotates.
  • the oil will therefore largely leave the interior of the rotor shaft via said radial openings and will also cool the stator, in particular its end windings. From there it collects in the engine compartment and flows into other areas of the reservoir. For example, an emergency overflow to the gear compartment can be provided, which ensures that no engine oil sump forms in the engine compartment, which could lead to the air gap becoming oily.
  • the cover space is interspersed with busbars, for example power electronics, and the oil guide tube has lateral nozzle openings at a distance from its free end, through which oil can be sprayed onto said busbars.
  • the conductor rails are therefore wetted by the oil which is sprayed through the nozzle openings of the oil guide tube when the oil pump is in operation.
  • These power rails also experienced effective cooling at a point where there is no risk of oil contamination of the associated power electronics.
  • the busbars only have to be guided in a sealed manner from an oil-free power electronics space on their way to the stator, to which they must be electrically connected, via the cover space.
  • the busbars protrude into an oil collection container, and the oil guide tube has a lateral opening at a distance from its free end, through which oil can be conveyed into the collection container.
  • the oil guide tube is exposed to various forces in the cover area.
  • the advantageously provided nozzle openings lead to recoil forces.
  • the oil guide tube preferably represents a comparatively filigree structure that could yield to such forces, it is advantageous to provide a separate fixation for the oil guide tube in the cover space.
  • the free end of the oil pipe is therefore designed as a pipe socket, which extends in the axial direction from the center of a fixing star with a plurality of radially extending extension arms, which are fixed at their free ends on the outer end wall of the engine compartment. This means that the free end area of the oil guide tube, which should be held particularly rigidly to avoid contact with the rotating rotor shaft, is fixed with a spider-shaped fixing star on the outer end wall of the engine compartment, preferably symmetrically around the rotor shaft.
  • the first branch which opens into the oil-guiding pipe, makes up only one of two branches of the oil distribution channel supplied by the oil pump.
  • its second branch leads into the gear compartment.
  • the two branches of the oil distribution channel extend from a branching point in opposite directions parallel to the axial direction of the electrical machine. This can be done in particular in the gusset between the outside of the engine compartment casing wall and a reservoir space located under the engine compartment. This represents a favorable use of "lost" space without having to modify structures optimized for other functions.
  • This housing area can be easily reached from the oil pump by a supply line that extends perpendicularly to the axial direction of the electric machine and leads from the oil pump to the branching point.
  • an advantageous embodiment of the invention provides that a constriction orifice is arranged in the second branch of the oil distribution channel. This limits the volume flow into the gear chamber so that the major part of the oil is pumped through the non-constricted second branch into the oil pipe and the rotor shaft.
  • a calming area for the oil is therefore formed in the direction of flow in front of said constriction orifice, in which any entrained abrasion sinks.
  • a magnet in particular a ring magnet
  • the second branch of the oil distribution channel can be arranged in the second branch of the oil distribution channel, as is preferably provided, upstream adjacent to, in particular in front of, the constriction orifice. This permanently fixes the sinking or flowing metallic debris.
  • the ring magnet can be designed to be exchangeable, so that the entire system can be cleaned of abrasion by replacing the magnet during maintenance work.
  • FIG 1 shows a highly schematic representation of a longitudinal section through an embodiment of a drive arrangement 10 according to the invention.
  • the drive arrangement 10 comprises a housing 12 which is divided into an engine compartment 14 and a gear compartment 16 .
  • the engine compartment 14 and the transmission compartment 16 are arranged axially adjacent to one another. They are separated from one another by an intermediate wall, referred to here as the inner end wall 18 .
  • the engine compartment 14 is delimited by an outer (engine compartment) front wall 20 and the transmission compartment 16 by an outer (transmission compartment) front wall 22 opposite the inner front wall 18 in the axial direction.
  • the motor compartment 14 is delimited by a (motor compartment) casing wall 24 and the gear compartment 16 by a (gear compartment) casing wall 26 .
  • the rotor 32 has a rotor shaft 34 which is mounted on the one hand in the inner end wall 18 and on the other hand in the outer end wall 20 of the engine compartment.
  • the rotor shaft 34 is hollow, at least in its central area.
  • the rotor shaft 34 passes through the inner end wall 18 to as Drive shaft 36 to protrude into the gear chamber 16.
  • the drive shaft 36 it is also possible for the drive shaft 36 to be a separate shaft which is connected coaxially to the rotor shaft 34 .
  • a transmission 38 in particular a step-up transmission, is arranged in the transmission space 16 .
  • a drive pinion 40 acts as the input wheel of the transmission 38 and is fixed in a rotationally fixed manner on the drive shaft 36 .
  • the term pinion is to be understood broadly and includes both a wheel fitted onto a shaft and a toothing formed in one piece with the shaft. This is in torque-transmitting connection with an output wheel 42 via several toothing stages.
  • the output gear 42 is coupled to an output, in particular a differential gear, in a manner that is not shown in detail.
  • An oil tank 44 is also arranged in the transmission chamber 16, on whose special design below in the context of figures 9 to 14 to be dealt with in more detail.
  • gear oil sump 46 In the lower area of the gear chamber 16 there is a gear oil sump 46, into which the lower area of the output wheel 42 protrudes from above. When it rotates, its gearing takes up oil from the transmission oil sump 46 and throws it into the oil tank 44. The oil leaves this at least partially via a rotor shaft outlet 48 and flows into the hollow rotor shaft 34 via a corresponding oil line.
  • the hollow rotor shaft 34 is provided with a step 50 on both sides, which basically allows the formation of an oil sump within the hollow rotor shaft 34 and thus a distribution of the oil over its axial length. However, the oil can leave the hollow rotor shaft 34 via radial openings 52 . When the rotor shaft 34 rotates, this takes place, driven by centrifugal force, in the form of the oil being thrown, which in this way reaches the end windings 54 of the stator 30 if the radial openings 52 are correctly positioned.
  • a cooling water jacket 56 is integrated into the jacket wall 24 of the engine compartment 14 .
  • it is designed in the form of an arrangement of flat tubes running around inside the engine compartment casing wall 24 .
  • the connections of the cooling water jacket 56 to a more complex water supply system are not shown in detail in the figures as they are not relevant to the invention.
  • a labyrinth space 58 which is connected to the engine compartment 14 via engine compartment drains 60.
  • the oil that has reached the engine compartment 14 in the way described above can flow off into the labyrinth space 58 via the engine compartment outlets 60 without the risk of an excessively high engine oil sump forming.
  • the engine compartment 14 is additionally connected to the transmission compartment 16, in particular the transmission oil sump 46, via an engine compartment overflow 62. In this way, the air gap 64 between the stator 30 and the rotor 32 of the electric machine 28 can be reliably prevented from becoming oily.
  • the cover of the labyrinth space 58 i.e. the outside of the lower area of the engine compartment casing wall 24, is provided with cooling fins 66 which protrude deep enough into the labyrinth space 58 in order to be surrounded by accumulated oil there.
  • the thermal coupling between the oil in the labyrinth space 58 and the cooling water jacket 56 is not only given via the cooling fins 66, but the engine compartment jacket wall 24 protrudes deeper into the labyrinth space 58 and is directly wetted by the oil.
  • the maximum height of the oil level in the labyrinth space 58 is determined by the height of a labyrinth space overflow 68, via which the labyrinth space 58 is connected to the gear space 16, in particular the gear oil sump 46.
  • heat can be exchanged between the cooling water jacket 56 and the oil in the labyrinth space 58 via the cooling ribs 66, with the oil receiving further cooling in that the bottom 70 of the labyrinth space 58 represents an outer wall of the housing 12, which in turn is exposed to ambient air flows around. In this way, a particularly efficient cooling of the oil and the water is achieved.
  • figure 2 shows a section along line II-II in figure 1 .
  • figure 3 shows a section along line III-III in figure 1 .
  • excess oil from the labyrinth space 58 or the suction space 74 can reach the transmission space 16 and in particular the transmission oil sump 46 there via the labyrinth space overflow 68 .
  • the labyrinth space 58 essentially comprises a single labyrinth space chamber into which both engine compartment drains 60 open. This means that oil coming from the in figure 3 left engine compartment drain 60 enters the labyrinth space 58, on in figure 3 flows past the right engine compartment outlet 60 and mixes there with the oil flowing through this. With regard to dimensioning, care must be taken to ensure that there is no oil accumulation at this point with large volume flows, even in particularly unfavorable situations. In order to rule this out completely, in one embodiment, such as in figure 4 shown, provided that the labyrinth space is divided into two different labyrinth space chambers, in each of which one of the engine compartment drains 60 opens. For the rest, reference can be made in full to what has been said above.
  • figure 5 shows an analog figure 1 assembled representation of an alternative embodiment of the drive assembly 10.
  • this embodiment includes axially adjacent to the outer end face 20 of the engine compartment 14, ie right in figure 5 , a cover chamber 80 whose primary task is to catch oil penetrating through the outer end wall 20 .
  • a cover chamber 80 whose primary task is to catch oil penetrating through the outer end wall 20 .
  • This oil can be collected in the cover space 80 and returned to the previously described oil circuit in the manner explained in more detail below.
  • the presence of the cover space 80 offers the possibility of targeted further use.
  • the outer engine compartment bulkhead 20 analogous to the engine compartment overflow 62 in the inner bulkhead 18 is a further engine compartment overflow 82 through which oil can pass from the engine compartment 14 into the cover compartment 80 .
  • the cover space 80 is connected via a labyrinth space overflow 84 to the oil reservoir, in particular to an antechamber downstream of the labyrinth space 58 , for example the suction space 74 .
  • the labyrinth space 58 can be divided into two chambers.
  • the oil flowing through the engine compartment outlet 60 on the transmission side into the labyrinth space 58 only flows through one in this embodiment, namely the in figure 6 upper labyrinth chamber and then encircles the second, in figure 6 lower labyrinth space chamber.
  • the oil flowing through the engine compartment outlet 60 on the cover compartment side into the labyrinth compartment 58 only flows through the other, namely the in figure 6 lower labyrinth space chamber.
  • the two oil flows only unite in a space downstream of the labyrinth space, for example the suction space 74. This reliably prevents oil from accumulating in the labyrinth space. This form of oil diversion is also conceivable in variants without a cover space 80 .
  • the outflow from the (upper) labyrinth space chamber and the inflow to the suction space could be connected via a corresponding line. It is also conceivable that the additional engine compartment overflow 82 replaces the engine compartment drain 60 on the cover compartment side.
  • FIG 7 shows an embodiment in which the cover space 80 experiences an alternative or additional use.
  • This type of embodiment requires an oil pump 76 which sucks oil from the oil reservoir, in particular from the suction chamber 74 , and feeds it into an oil distribution channel 78 .
  • the oil distribution channel 78 runs as in figure 2 recognizable in the gusset between the engine compartment casing wall 24 and the cover of the suction chamber 74. In the illustrated embodiment, it is divided in particular into two opposing branches 78a, 78b. The one referred to here as the second branch 78b, in figure 7
  • the left-hand branch of the oil distribution channel 78 opens into the gear chamber 16, passing through a constriction orifice 85 in order to prevent excessive outflow into the gear chamber 16.
  • the majority of the pumped oil is therefore discharged via the first branch 78a of the oil plenum, as described in more detail below.
  • the constriction orifice 85 in the second branch 78b of the oil plenum 78 is preferably provided with a magnet 86, in particular a ring magnet, upstream adjacent to it in order to remove metallic debris from the oil circuit.
  • the first branch 78a of the oil distribution channel 78 opens into the cover space 80, where an oil guide tube 88 is connected to its free end.
  • figure 8 shows a sectional view according to section line VIII-VIII in figure 7 and is to be shared below with figure 7 to be discussed.
  • the ⁇ lleitrohr 88 leads in an arc to a fixing star 98, which is fixed with its arms on the outside of the outer end wall 20 of the engine compartment. In its center it fixes an end of the oil guide tube 88 which is designed as a pipe socket 92 and protrudes into the open end of the hollow rotor shaft 34 .
  • Rotor shaft 34 is also equipped in its interior with a step 50, over which the pipe socket 92 protrudes axially. Consequently, oil pumped via the second branch 78a of the oil gallery 78 is pumped directly into the interior of the rotor shaft 34, where it contributes to the build-up of the oil sump there.
  • oil pumped via the second branch 78a of the oil gallery 78 is pumped directly into the interior of the rotor shaft 34, where it contributes to the build-up of the oil sump there.
  • the oil guide tube 88 fulfills an additional task.
  • busbars 94 for energizing the stator 30 are routed in sections through the cover space 80 .
  • the ⁇ lleitrohr 88 describes in the cover space 80 an arc that leads it close to these busbars 94 past.
  • the side wall of the oil-conducting tube 88 has nozzle openings 96, from which oil is sprayed onto the busbars in order to cool them.
  • the nozzle openings 96 are preferably dimensioned in such a way that, given the oil pressure in the oil guide tube 88 specified by the oil pump 76, the busbars 96 can be flushed continuously and adequately, but with enough oil remaining in the oil guide tube 88 to to be pumped into the hollow rotor shaft 34 to cool it.
  • figure 9 shows a particularly preferred embodiment of the oil tank 44 in its assembly end position in the transmission 38.
  • the drive pinion 40 and the output wheel 42 are of particular importance here.
  • the output wheel 42 is divided into an in figure 9 Transmission oil sump 46, not shown, is immersed so that its gearing absorbs oil during rotation and, as illustrated by the hatched oil conveying arrows, is thrown into an inlet opening 98.
  • the oil tank 44 has a plurality of drains in its side wall, which will be discussed in more detail below. Reference should only be made here to the transmission oil sump outlet 100 marked with an oil delivery arrow, which allows oil to drain from the oil container 44 into a drive pinion trough 102 .
  • the drive pinion trough 102 is arranged below the drive pinion 40 in such a way that it dips into it in some areas, so that its lower area is wetted by an oil sump that has accumulated in the drive pinion trough.
  • the transmission oil sump outlet 100 represents the lowest oil outlet of the oil reservoir 44 which allows its maximum emptying into the transmission oil sump on the way over the drive pinion pan 102 overflowing towards the transmission oil sump 46 . This ensures that even after long periods of inactivity, the drive pinion 40 at least remains oiled in some areas, so that a wear-reducing oiling of all teeth of the transmission 38 begins in the shortest possible time after restarting the drive arrangement.
  • FIG 10 shows a section through the oil tank 44 of FIG figure 9 in normal operation, referred to here as strong flow operation.
  • the inlet opening 98 transitions into an inlet channel 104 which is oriented substantially vertically.
  • Its duct wall opposite the inlet opening 98 is designed as a concavely curved impact wall 106 against which oil thrown in during high-flow operation collides and flows off downwards in a comparatively high flow. Only a small proportion of this main flow of oil flows out through a passage opening 108 in baffle wall 106, which will be discussed in greater detail below.
  • the main part of the oil flow flows around the lower free end 110 of the baffle 106 and rises behind it again.
  • the upper dashed level line allows oil to flow out through the rotor shaft outlet 48 in the wall of the oil container 44 and into the interior of the hollow rotor shaft 34 via a correspondingly connected line, as already in the context of FIG figure 1 explained. At the same time, oil can get into the transmission oil sump 46 through the transmission oil sump outlet 100 and the drive pinion pan 102 . Only a drainless pocket 112 below the gear oil sump outlet 100 permanently accommodates an internal oil sump in the container, which is particularly suitable for separating dirt.
  • lower dashed level line illustrates the oil level in the oil container 44 after maximum emptying.
  • figure 11 shows the same section through the oil tank 44 as figure 10 , but not during high-flow operation, but in low-flow operation when the drive arrangement 10 is operated very slowly or immediately after it has started.
  • the oil flow is correspondingly low, as indicated by the modified oil delivery arrows in figure 11 opposite to figure 10 implied.
  • the oil which is conveyed in a trickle or droplet-like manner, does not reach the baffle wall 106 but flows off on the duct wall opposite this. Below the inlet opening 98 this duct wall is therefore equipped with an oil guide projection 114 which ends obliquely above the passage 108 so that oil dripping or running off at its edge flows through said passage 108 onto the back of the baffle wall 106 .
  • figure 12 also shows a section through the oil tank 44, but illustrated looking into the engine compartment 14.
  • Two differently dimensioned bearing outlets 120 and, further above, an emergency outlet 122 to the engine compartment 14 are arranged directly above the intermediate floor 116.
  • the bearing outlets 120 at the designated point ensure that, in addition to cooling the rotor shaft, the lubrication of essential bearings, which are connected to the bearing outlets 120 via oil supply systems that are not shown in detail, is also ensured during slow operation or immediately after a start the drive assembly 10 is guaranteed.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Details Of Gearings (AREA)
EP22161778.0A 2021-03-23 2022-03-14 Dispositif d'entrainement pour un véhicule automobile Active EP4071982B1 (fr)

Applications Claiming Priority (1)

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DE102021202837.3A DE102021202837A1 (de) 2021-03-23 2021-03-23 Antriebsanordnung für ein Kraftfahrzeug

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EP4550632A1 (fr) * 2023-11-06 2025-05-07 Schaeffler Technologies AG & Co. KG Refroidissement de rotor économique

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DE102021205677A1 (de) 2021-06-04 2022-12-08 Volkswagen Aktiengesellschaft Ölverteilsystem zur Verteilung von Öl in einem Kraftfahrzeugantrieb
WO2024075622A1 (fr) * 2022-10-07 2024-04-11 株式会社アイシン Dispositif d'entraînement de véhicule
CN115848116B (zh) * 2023-01-05 2025-10-24 雅迪科技集团有限公司 电动车
DE102023000333A1 (de) 2023-02-03 2024-08-08 Mercedes-Benz Group AG Kühlkreislauf für einen elektrischen Antriebsstrang und Öl-Luft-Wärmetauscher
DE102023116389A1 (de) * 2023-06-22 2024-12-24 Bayerische Motoren Werke Aktiengesellschaft Gehäuse für eine Maschine, Maschine mit einem Gehäuse und Kraftfahrzeug mit einer Maschine
DE102023117669B4 (de) * 2023-07-05 2025-01-23 Schaeffler Technologies AG & Co. KG Elektrisch betreibbarer Achsantriebsstrang
DE102023211752A1 (de) * 2023-11-24 2025-05-28 Volkswagen Aktiengesellschaft Elektrische Maschine
DE102024002413B3 (de) * 2024-07-24 2025-09-11 Mercedes-Benz Group AG Radnabenantrieb für ein Kraftfahrzeug

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Publication number Publication date
EP4071982B1 (fr) 2025-07-23
CN115107498A (zh) 2022-09-27
DE102021202837A1 (de) 2022-09-29
CN115107498B (zh) 2025-10-10

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